Alternative G3. Ferry Alternative G3 would originate south of Bar Harbor and north of the Plaza Mall and Carrs grocery store, in the area of a new Burger King. Archeologists and historians from the Alaska Office of History and Archaeology evaluated two buildings in this area--The Market Place and Union Oil station--during a Figure 11. Cabin on Xxxxxxx Island 1990 study of the potential effects of the Tongass Avenue Capacity Improvements Project, but determined that neither were old enough to be eligible for the National Register (Ostrogorsky and XxXxxxx 1991:45, Figures 9 and A-9, and Table 3). The landfall of Alternative G3 on Xxxxxxx Island would be just southeast of East Clump, near the eastern corner of U.S. Survey 1600 (see Figure 6). East Clump was named in the 1880s by local pilots, although it is listed in the 1883 Coast Pilot as “Seat Island” (Roppel 1998:227). In the East Clump area are the remains of numerous early twentieth century homesteads.
Alternative G3. The ferry terminal for Alternative G3 along the Ketchikan waterfront would be just south of Bar Harbor, in an area with little archeological potential. However, the landfall of Alternative G3 on Xxxxxxx Island, just southeast of East Clump, is in an area that was intensively occupied during the early 1900s.
Alternative G3. Under this alternative, a ferry would run between Bar Point (Station REV-6) and an area south of East Clump Island (Station GRV-7). It is assumed that construction of a ferry terminal at Bar Point could disrupt a portion of the rich rocky intertidal bench at this site, although it might be possible to avoid this feature completely. Dredging would disrupt beds of eelgrass, kelp, and other algae offshore of Bar Point. A band of kelp and other algae is also present and would likely be disrupted by dredging at the western ferry terminal near East Clump Island. Ferry access would also cross a relatively broad intertidal bench that has a mix of habitat types; bedrock outcrops in a mixed-soft (cobble/ gravel/ silt) lower beach and a mixed gravel/ cobble upper beach. This mix of habitat types supports a diverse biota, and hard-shell clams are abundant in the lower beach. The highest intertidal areas around the several rocky outcrops and along the shore of Xxxxxxx Island itself support a fringe of typical saltmarsh vegetation that may be eliminated, in part, by ferry access construction. This alternative would have moderate impacts on eelgrass (0.29 acres) and substantial impacts on kelp beds (1.36 acres; Table 3-1). Total marine habitat impacted would be approximately 3.8 acres.
Alternative G3. Under this alternative, a ferry would run between Bar Point (Station REV-6) and an area south of East Clump Island (Station GRV-7). It is assumed that construction of a ferry terminal at Bar Point could disrupt a portion of the rich rocky intertidal bench at this site, although it might be possible to avoid this feature completely. Dredging would disrupt beds of eelgrass, kelp, and other algae offshore of Bar Point. A band of kelp and other algae is also present and would likely be disrupted by dredging at the western ferry terminal near East Clump Island. Ferry access would also cross a relatively broad intertidal bench that has a mix of habitat types; bedrock outcrops in a mixed-soft (cobble/ gravel/ silt) lower beach and a mixed gravel/ cobble upper beach. This mix of habitat types supports a diverse biota, and hard-shell clams are abundant in the lower beach. The highest intertidal areas around the several rocky outcrops and along the shore of Xxxxxxx Island itself support a fringe of typical saltmarsh vegetation that may be eliminated, in part, by ferry access construction. Alternative G3 would approach the airport along the northern shore of the Government Creek Estuary and would cause some disruption of shallow subtidal biota. This alternative would likely have few impacts on eelgrass and kelp beds.
